Frank moore



(No Model.)

P. MOORE. v TRIPLE VAL'VE FOR AUTOMATIC BRAKE MECHANISM.

No. 435,763. Patented Sept. 2, 1890.

I! .Fl

2 [I' will y vr/z INVENTOR,

Y UNrTED STATES PATENT OFFICE.

FRANK MOORE, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO THE WEST- INGHOUSEAIR BRAKE COMPANY, OF SAME PLACE.

TRIPLE VALVE FOR AUTOMATI'C BRAKE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 435,763, datedSeptember 2, 1890.

Application filed February 15, 1890- Serial No. 340,575. (No model.)

T at whom it may concern: valve embodying my invention, and Fig, 2 a Beit known that I, FRANK MOORE, a cititransverse section through the sameat the zen ofthe United States, residing atPittsburg, line as m of Fig.1.

in the county of Allegheny and State of Penn- In the practice of myinvention I provide sylvania, have invented or discovered a ceravalve-casing composed of a body 1, a cap-* 55 tain new and usefulImprovement in Triple plate 2, and a bottom plate 3, which are suit-Valves for Automatic Brake Mechanisms, of ably secured together, makingtight joints.

which improvement the following is a speci- A nozzle 4 is formed uponthe cap-plate 2 for fication. the connection of a pipe leading tothemain IO My invention relates to appliances of the air or train pipe,and the body I is provided 60 class known as triple valves, which are atdifferent points in its lengths with lateral employed in automatic brakeapparatus to nozzles or threaded passages 5 6 for the coneffect andcontrol the admission of air under nection of pipes leading to anauxiliary respressure from a main air or train pipe to an ervoir and toa brake-cylinder, respectively.

I 5 auxiliary reservoir and from the auxiliary Exhaust ports or passages7, leading fromthe 65 reservoir to a brake-cylinder and the exhaustinterior of the body 1 to the atmosphere, are of air from thebrake-cylinder, in order to also formed in the body below thebrake-cylapply and release the brakes, as from time to inder connection6. A partition i in which time required, by the reduction and increase,is formed a central opening 4 of smaller direspectively, of pressure inthe main air or ameter than the bore of the nozzle 4, extends 7o trainpipe. across the same adjacent to the cap-plate 2,

The object of my invention is to provide a in order to effect arestriction of the passage simple and effective triple valve, in theoperafor the traverse of air through the same, the tion of which quickeraction shall be attained opening 4 being slightly greater in diameter 25 than under the ordinary construction and than that through which airpasses from the 75 waste of air under pressure prevented by thesupply-valve 1S, hereinafter specified, to the preliminary delivery ofair from the main air brake-cylinder. or train-pipe to thebrake-cylinder and its The interior of the valve-casing is dividedutilization to act upon the piston thereof in by amovable abutmentS,which is preferably,

each and every application of the brakes, as shown, a flexiblediaphragm, secured at 8e whether the same be made with a greater or andnear its periphery between the cap-plate less degree of force, and whichalso will adand the adjacent face of the body into two mit of agraduated discharge of air from the chambers or compartmentsf) 10, oneof which brake-cylinder after the application of the 9 communicates withthe main air or train brakes in order that they may be held to the pipeconnection 4, and the other 10, which is 85 wheels under such degree ofpressure less than located within the body 1, communicates with themaximum as may be desired, the auxiliary-reservoir connection 5. A par-To this end myinvention, generally stated, tition 11, having a centralopcningand seconsists in the combination of a casing, a cured in thebody 1 at the lower end of the movable abutment working therein, and acompartment 10 by a screwed bushing 19, 9o supply-valve actuated by saidabutment and separates the compartment 10 from a chamber controlling,preliminarily, in the application or compartment 12 located below it,said comof the brakes communication between a main partment 12communicating with the brake air or train pipe and a brake-cylinder,and, cylinder connection 6 and exhaust-passages secondarily,communication between an aux- 7. Communication is established between 5iliary reservoir and the brake-cylinder. the main air or train pipeconnection 4 and The improvement claimed is hereinafter chamber 9 andthe chamber 10 by a passage fully set forth. 13 extending through thecap-plate and shell In the accompanying drawings, Figure l is of thebody and through the diaphragm. 5o alongitudinal central section througha triple A stem 15 is secured centrally to the mov- Ice the main air ortrain pipe. 5

able abutment 8 and to stiffening-plates 16 17 on opposite sidesthereof, said stem carrymg a supply-valve 18, having an upper pistonadapted to fit closely in the bushing 19, which closes the lower end ofthe chamber 10, and to thereby close communication between theauxiliary-reservoir connection 5 and the passage 13, leading to thetrain-pipe connection, except in so far as is permitted by a smalllateral charging-groove 20 cut in one side of the valve-piston. Thevalve18 is reduced in diameter below its piston and provided withlateral guiding-wings fitting in the bushing, and its lower endisprovided with a face 21, adapted to seat accurately upon the upper endof a stem 22, passing through the partition 11, and having a centralbore or passage 23, which is of slightly smaller diameter than therestrictive passage 49 of the main air or train pipe connection, andwhich is open at its end adjoining the valve-face, and communicates bylateral passages 24 with the'chamber 12 and brake-cylinder connection 6.The stem 22 is provided with a shoulder which abuts against thepartition 11, and is normally held in contact therewith and in positionfor the closing of the passage 23 by the valve-face 21 by a spring 25.The lower end of the chamber 12 and the brake-cylinder connection 6 arenormally closed to the atmosphere by a flat discharge-valve 26, which isheld up to a series of faces at the lower end of the chamber 12, fromwhich faces the exhaust-passages 7 lead to the atmosphere by a spring27. Equillibrium of pressure on opposite sides of the discharge-valve 26is maintained by lateral passages 28, located between the faces at thelower ends of the exhaust-passages 7. The lower end of the stem 22closely adjoinswithout exerting bearing-pressure against the valve 26,when the stem and valve are normally seated by the springs 25 and 27. Acheck or non-return valve 29, fixed upon a stem 30, guided centrally inthe upper section of the discharge-valve 26 and opening downwardly or inthe direction of the brakecylinder connection 6, isheld normally seatedin the central bore 23 of the stem 22, between the upper end of the sameand the brake-cylinder connection, by a light spring 31, said valvebeing provided to prevent the return of air from the main or traincylinder to the brake-pipe in the event of the rupture of the latter;

In operation air under pressure passes from the main air or train pipethrough the nozzle 4 and passage 4:", chamber 9 and passage 13 into thechamber 10, below the piston of the supply-valve 18, and passes throughthe charging-groove 20 and nozzle 5 to the auxiliary reservoir, chargingthe latter and the chamber 10 to a pressure equal to that in The passage23 being meanwhile closed by the valve-face 21, air is prevented frompassing to the brake-cylinder connection 6. To effect the application ofthe brakes, the engineer reduces the pressure in the main air or trainpipe by discharging air therefrom through the valve on the engine, andthe then greater pressure in the auxiliary reservoir raises the movableabutment 8 and valve 18, thereby unseat-ing the valve-piston from thebushing 19 and the valve-face 21 from the opening of the passage 23. Thepassage 23 being, as before specified, of slightly smaller diameter thanthe restricted passage 4 of the main air or train pipe connection 4, andthere being less resistance in the direction of the brake-cylinderconnection than in the direction of the main air or train pipe, adifference of pressure is instituted on opposite sides of the partition4 and a flow of air is preliminarily induced from the main air or trainpipe to the brakeeylinder through the passages 13 and 23, thecheck-valve 29 being unseated by the press ure above it. In addition tothe utilization of the air thus admitted from the main airpipe in theapplication of the brakes by the exertion of its pressure in thebrake-cylinder, increased rapidity in the application of the brakes ofthe succeeding cars of the train is attained by the more rapid reductionof pressure upon the abutments of their triple valves than would becaused it air was discharged t'rom the main air or train pipe only atthe valve on the engine. A very slight discharge of air from theengineers Valve and a consequent slight reduction of pressure in themain air or train pipe will sufficeto actuate the first triple valve ofthe train, and the air withdrawn from the main air or train pipe by saidvalve effects the reduction of pressure by which the remaining triplevalves on the train are actuated in such close succession that theiroperation is practically simultaneous. The economization of air andrapid action thus attained are, as will be readily seen, of materialadvantage in practical railway-service. The further upward traverse ofthe supply-valve 18 admits air secondarily from the auxiliary reservoirthrough the chamber 10, passages 23 and 24, chamber 12, and connection(3 to the brake-cylinder, the pressure of the air admitted, as abovedescribed, applying the brakes through the piston of the brake-cylinderand the usual connections. The release of the brakes is effected byrestoring the pressure in the main air or train pipe, such restorationof pressure moving the abutment 8 and supply-valve 18 downwardly andprimarily closing communication between the main air or train pipe andthe auxiliary reservoir (except so far as is permitted by thecharging-groove 20) by the piston of the supply-valve, and between themain air or train pipe and auxiliary reservoir and the brake-cylinder bythe piston of the supply-valve and by its lower face 21. The continueddownward movement of the abutment under the action of the restoredpressure in the main air or train pipe and connected chamber 9 forcesthe stem 22 downwardly, and

IIO

through said stem unseats the discharge-valve 26, thereby establishingcommunication be tween the brake-cylinder connection (5 andexhaust-passages 7, and releasing the brakes by permitting the air to bedischarged from the brake-cylinder. The check-valve 29, which isnormally seated, prevents the escape of air from the brake-cylinder tothe main air or train pipe in the event of the rupture of the main airor train pipe or its separation by the breaking in two of the train. Ifit be desired to graduate the application of the brakes or to hold themapplied to the wheels under a degree of pressure less than thatoriginally imparted, a greater or less degree of air, as desired, may bedischarged from the brakecylinder without completely releasing thebrakes. This end is attained by imparting a greater or less degree ofopening, as may be required, to the discharge valve 26 by a partialrestoration of pressure in the main air or train pipe, and thereaftercutting oif the supply to the main air or train pipe, when the pressureon opposite sides of the movable abutment is equalized by the passage ofair through the feeding-groove to the auxiliary reservoir, and thesprings 25 and 27 return the stem 22 and discharge-valve 26 to normalposition, thereby reseatin g the dischargevalve and cutting off theexhaust of air from the brake-cylinder. the brakes may be originallyapplied with greater or less force, as required, by a correspondinglygreater or less degree of reduction of pressure in the main air or trainpipe.

A supply-valve actuated by a movable abutment and controliin gcommunication between a main air or train pipe connection and anauxiliary-reservoir connection and between the auxiliary-reservoirconnection and a brake-cylinder connection and an independentdischarge-valve controlling communication between the brake-cylinderconnection and an exhaust-passage are set forth under substantiallysimilar structural and operative conditions to those herein described,saving as to the preliminary and direct admission of air from the mainair-pipe to the brake-cylinder, in an application for Letters Patentfiled by me January 2,1890, Serial No. 335,620, and the same are nottherefore claimed, either singly or collectively, as of my presentinvention.

I claim as my invention and desire to se cure by Letters Patent- 1. Thecombination of a Valve-casin g, a movable abutment working therein, andasingle valve actuated by said abutment and directly controlling thepassage of air to a brake-cylinder both from a main air or train pipeand from an auxiliary reservoir, substantially as set forth.

2. The combination of a valve-casing, a movable abutment workingtherein, and a supplyvalve actuated by said abutment and controlling,preliminarily, in the application of the brakes communication between amain It will be obvious that.

air or train pipe and a brake-cylinder, and, secondarily, communicationbetween an auxiliary reservoir and the brake-cylinder, substantially asset forth.

3. The combination of a valve-casing, a movable abutment workingtherein, a supplyvalve connected to and actuated by said abutment, acontinuously open-passage leading from a main air or train pipeconnection to a chamber in which said valve is normally seated and to anauXiliary-reservoir connection, a passage leading from the seat of saidvalve to a brake-cylinder connection, and an auxiliary-reservoirconnection which communicates freely with the valve chamber andbrake-cylinder connection by the unseating and traverse of thesupply-valve, substantially as set forth.

4. The combination of a valve-casin g, a movable abutment workingtherein, a main air or train pipe connection leading into the casing onone side of the abutment and communicating therewith through a reducedor restricted passage, a supply-valve connected to and actuated by themovable abutment, a passage leading from the side of the abutment whichad oins the brake-cylinder c011- nection to a chamber in which thesupplyvalve is normally seated, a passage leading from the seat of saidvalve to a brake-cylinder connection, and an auxiliary-reservoirconnection which communicates freely with the valve-chamber andbrake'cylinder connection by the unseating and traverse of thesupply-valve, substantially as set forth.

5. The combination of a valve-casing, a movable abutment workingtherein, a supplyvalve connected to and actuated by said abutment, acontinuously-open passage leading from a main air or train pipeconnection to a chamber in which said valve is normally seated, apassage which is of slightly-reduced diameter relatively to that throughwhich the traverse of air between the main air or train pipe and thecasing is effected, and which leads from the seat of the supply-valve toa brake-cylinder connection, and an auxiliary reservoir connection whichcommunicates freely with the valve-chamber and brake-cylinder connectionby the unseating and traverse of the supply-valve, substantially as setforth.

6. The combination of avalve-casing, amovable abutment working therein,a supply-.

valve actuated by said abutment and controlling communication between amain air or train pipe connection and a brake-cylinder connectionbetween a main air or train pipe connection and an auxiliary-reservoirconnection and between the auxiliary-reservoir connection and thebrake-cylinder connection, and an independent discharge-valvecontrolling communication between the brake-cylinder connection and anexhaust-passage, substantially as set forth.

7. The combination of a valve-casin g, a mov able abutment workingtherein, a supply- Valve connected to and actuated by said abutabrake-cylinder, and a continuouslyopen ment and controlling a passagefrom an auxiliary reservoir to a brake-cylinder, and a continuously-openpassage leading from a main air or train pipe to an auxiliary 'eservoheonneetion, substantially as set forth.

8. The combination of a valve-easing, a movable abutment Workingtherein, -a supplyvalve connected to and actuated by said abutment andcontrolling a passage from a main air or train pipe and an auxiliaryreservoir to passage leading from a main air or train pipe to anauxiliary-reservoir connect-ion, substantially as set forth.

In testimony whereof I have hereunto set my hand.

FRANK MOORE.

Witnesses:

J.'SNOWDEN BELL, R. H. WHI'ITLEsEY.

